Locomotive



W. S. GRAY LOCOMOTIVE March 1, 1927` Patented Mar. 1, 1927.

UNiTED STATES PATENT oFFlcE.

WALTER S. GRAY, OF CHICAGO, ILLINOIS, ASSIGNOR TOV GOODMAN MANUFACTURING COMYANY, OF CHICAGO, ILLINOIS, A CORPORATION F ILLINOIS.

" LoooMo'rivnr Application led `@December 26, .1924. Serial No. '7V-58,000. f

' This invention relates to improvements in locomotives of the type having a driving connection to both axles, from a single motor.

The principal object of the present inven tion is to provide, in a locomotive of relatively short wheel base, positive driving means from a motor to both axles, and further to provide in such a locomotive a maximum clearance between the wheels from the top of the rails to the lowest point on the drive gearing.

A further object is to provide in such a locomotive a flexible driving connection from the motor to a longitudinal shaft having geared connections with both axles and further, to provide means whereby both axles may be mounted for independent resilient movement.

The details of my invention may be best understood from the accompanying draw. ings, in which:

Figure 1 is a top plan view of a locomotive constructed in accordance with my invention, showing the position of driving shafts and gear housing upon the two axles relative to the wheels and framework of the locomotive;

Figure 2 is a side view of the locomotive shown in Figure l partly cross-sectioned to show details of the driving mechanism; and

Figure 8 is an enlarged transverse section taken on line 3--3 of Figure 2.

Referring now to the details of the draw` ings, l provide the locomotive 1 with side plates 7 and 8, axles 2 and. 2a, and supporting wheels 3, 3, and 4, 4. A motor 5 is supported by and suspended on brackets 6 and 6', which are fastened to the side plates 7 and 8, at one end of the locomotive, in any suitable manner.

Details of the driving mechanism are as follows:

rlhe armature shaft 9 of the motor 5 is r permanently joined to the driving shaft 10 by means of a universal joint 11. A similar universal joint 12 connects the shaft 10 to the shaft 13 which is journalled in the bears ing 14. A spur gear 15 is mounted at the opposite end of the shaft 13 and meshes with a spur gear 16 mounted on a centrally disposed longitudinal shaft 17 which is journalled in a tubular member 18. Bearings 23 and 24 for the shaft 17 are formed on each end respectively of the tubular member 18. A bevel pinion 19 is mounted at one end of the shaft 17 and meshes with a beveled gear 21 keyed to the axle 2. A similar pinion is mounted at the opposite end of the sha-ft 17 and meshes with the beveled gear 22 keyed to the axle 2a. It will be observed that the lower section of the bearing 14 and the upper portion of the tubular member 18 are integral while the lower section of the tubular member 18 and the upper section of the bearing 14 are detachably connected in any suitable manner, such as by means of bolts, around the axle 2 and the bevel gearing thereon so as to form a housing for the latter. The axle 2a extends through a gear housing, which is similar to the housing on the axle 2 and which comprises an upper part 25 and a lower part 26. The part 26 is clearly illustrated in Figure 3. The two parts 26 and 25 are bolted together and on the inner side of the axle 2a are shaped to encircle and to be rotatable about the bearing 24. On the outer side of the axle 2a, each of the parts 25, 26, is formed with a semi-circular boss 25a, 26a, respectfully, which together form a cylindrical extension to the housing. A bracket arm 27, formed integrally with the under portion of the bearing 14 and the upper portion of the tubular member 18, passes over the upper housing part 25 and terminates in a bearing 27a in which is received the cylindrical extension formed by the semi-circular bosses 25, 26a. In this manner it will be seen the housing consisting of the parts 25, 26 has a trunnion bearing connection with the housing` 18 containing the shaft 17.

The arrangement is such as to afford a resilient movement of the parts, similar to a wrist movement, and insures a constant contact of all four wheels with the rails while the locomotive is passing over irregular and uneven track, or when one axle is ona higher or lower level than the other.

l/Vhile I have shown and described one embodiment of my invention, it will be understood that the arrangement and construe` tion of the various parts may be altered without departing from the spirit and scope thereof. Furthermore, I do not wish te be construed as limiting myself to the particular Construction illustrated excepting as it may be specifically limited inthe appended claim.

I claim as my invention:

In a. locomotive having two axles, driving mechanism comprising a centrally disposed longitudinal driving shaft having geared connections at each end thereof with one of said axles, a motor mounted upon said loco- 10 motive, iiexible means substantially parallel to said driving shaft connecting said motor therewith at a point adjacent one of said axles, a centrally disposed longitudinal housing for said driving shaft, and means per mitting rocking movement of either or both of said axles.

Signed at Chicago in the county of Cook and State of Illinois, this 24th day of December, A. D. 1924.

WALTER S. GRAY. 

